Vehicle frame assembly

ABSTRACT

A vehicle frame assembly includes a structural pillar defined by a first structural node, a second structural node, an upper outer member and an upper inner member spaced laterally from the upper outer member. The upper outer member extends substantially vertically between the first and second structural nodes and has first and second end portions connected to the respective first and second structural nodes. The upper inner member is angled laterally inwardly relative to the upper outer member and has a first end portion connected to the first structural node. The first and second structural nodes together with the upper outer and inner members define a first triangular load distribution path for the vehicle frame assembly which is adapted to distribute a roof crush load from the first structural node to the upper outer and inner members.

BACKGROUND

Typical steel vehicle frame assemblies apply a roof side rail thatconnects to inner and outer members of a structural pillar (e.g.,B-pillar) for crash purposes. On aluminum intensive vehicle frameassemblies various structures are applied to provide rigidity andstrength for roof crush. For example, it is known to apply a steel rollhoop construction that is fastened to the aluminum frame assembly. It isalso known to apply a steel side panel outer atop of aluminum stampingsto form the structural pillar and a rear quarter area. It is furtherknown to apply a steel roof side rail stamping with the inner and outermembers of the structural pillar.

Increased crash standards especially for roof crush need to be met inall types of vehicles. When creating a high performance vehicle whereweight and packaging space is critical an efficient frame assembly needsto be applied, and rigidity is extremely important due to the increasedloads from the suspension and higher cornering performance. And becausethe frame assembly of the high performance vehicle is typicallyconstructed mostly out of aluminum, conventional stampings, which canhave a high investment cost for dies, need to be minimized to reduce thecost impact.

BRIEF DESCRIPTION

According to one aspect, a vehicle frame assembly comprises a structuralpillar defined by a first structural node, a second structural node, anupper outer member and an upper inner member spaced laterally from theupper outer member. The upper outer member extends substantiallyvertically between the first and second structural nodes and has firstand second end portions connected to the respective first and secondstructural nodes. The upper inner member is angled laterally inwardlyrelative to the upper outer member and has a first end portion connectedto the first structural node. The first and second structural nodestogether with the upper outer and inner members define a firsttriangular load distribution path for the vehicle frame assembly whichis adapted to distribute a roof crush load from the first structuralnode to the upper outer and inner members.

According to another aspect, a vehicle frame assembly comprises a firststructural node and a second structural node. A longitudinally extendingroof side rail has an end portion connected to the first structuralnode. A laterally extending rear roof rail has an end portion connectedto the first structural node. A laterally extending rear cabin panel isconnected to the second structural node. An upper outer member extendssubstantially vertically between the first and second structural nodesand has first and second end portions connected to the respective firstand second structural nodes. An upper inner member spaced laterally fromthe upper outer member has a first end portion connected to the firststructural node and a second end portion connected to the rear cabinpanel. A longitudinally extending rear quarter upper rail has a firstend portion connected the first structural node and a second endportion. A longitudinally extending rear quarter lower rail has a firstend portion connected to the second structural node and a second endportion connected to the second end portion of the rear quarter upperrail. The first and second structural nodes together with the upperouter and inner members define a structural pillar, and the structuralpillar defines a first triangular load distribution path for the vehicleframe assembly which is adapted to distribute a roof crush load from thefirst structural node to the upper outer and inner members. The firstand second structural nodes together with the upper outer member and therear quarter upper and lower rails together define a second triangularload distribution path for the vehicle frame assembly which is adaptedto distribute the roof crush load from the first structural node to therear quarter upper and lower rails.

According to another aspect, a vehicle frame assembly comprises a firststructural node and a second structural node. A longitudinally extendingroof side rail has an end portion connected to the first structuralnode. A laterally extending rear roof rail has an end portion connectedto the first structural node. A laterally extending rear cabin panel isconnected to the second structural node. An upper outer member extendssubstantially vertically between the first and second structural nodesand has first and second end portions connected to the respective firstand second structural nodes. An upper inner member spaced laterally fromthe upper outer member has a first end portion connected to the firststructural node and a second end portion connected to the rear cabinpanel. The first and second structural nodes together with the upperouter and inner members define a structural pillar, and the structuralpillar defines a first triangular load distribution path for the vehicleframe assembly which is adapted to distribute a roof crush load from thefirst structural node to the upper outer and inner members. An uppercabin ring is defined by the rear roof rail, the first structural node,the upper outer member, the second structural node and the rear cabinpanel, the upper cabin ring configured to provide lateral rigidity ofthe vehicle frame assembly, the first triangular load distribution pathbeing confined within the upper cabin ring.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is an exterior perspective view of a left side of an exemplaryvehicle frame assembly according to the present disclosure.

FIG. 2 is an interior perspective view of FIG. 1.

FIG. 3 depicts a roof crush load distribution for the vehicle frameassembly.

FIG. 4 depicts a longitudinal body loading for the vehicle frameassembly.

FIG. 5 depicts a lateral body loading for the vehicle frame assembly.

FIG. 6 depicts a rear damper load distribution for the vehicle frameassembly.

DETAILED DESCRIPTION

It should, of course, be understood that the description and drawingsherein are merely illustrative and that various modifications andchanges can be made in the structures disclosed without departing fromthe present disclosure. In general, the figures of the exemplary vehicleframe assembly are not to scale. As used herein, lateral directions aretransverse across the vehicle frame assembly, i.e., left and rightdirections. Likewise, longitudinal directions refer to forward andrearward directions of vehicle travel, and the vertical directionsrelate to elevation, i.e., upward and downward directions. It will alsobe appreciated that the various identified components of the exemplaryvehicle frame assembly disclosed herein are merely terms of art that mayvary from one manufacturer to another and should not be deemed to limitthe present disclosure.

Referring now to the drawings, wherein like numerals refer to like partsthroughout the several views, FIGS. 1 and 2 illustrate a left side of anexemplary vehicle frame assembly 100 according to the presentdisclosure. It should be appreciated that the left and right sides ofthe vehicle frame assembly 100 may be identically constructed, but fortheir disposition on opposite sides of the vehicle. To simplify theexplanation of the present disclosure, only the structural componentsprovided along the left side of the vehicle frame assembly 100 will bediscussed, but it should be understood that the same construction couldbe used for the right side of the vehicle.

Turning to the figures, the vehicle frame assembly 100 includes alongitudinally extending roof side rail 102 and a laterally extendingrear roof rail 104, each having a respective end portion 106, 108connected to a first upper structural node 110. The roof side rail 102can be a single (i.e., unitary, one-piece) integrated component having aclosed cross-section. According to the depicted embodiment, the roofside rail 102 has a substantially rectangular cross-section, and as usedherein the term “substantially rectangular” refers to a rectangle, asquare, or another quadrilateral. By way of example, the roof side rail102 can be made of a substantially rectangular pipe. However, it shouldbe appreciated that the roof side rail 102 can have a substantiallycircular cross-section (e.g., the roof side rail 102 can be made from asubstantially round pipe). Further, it should be appreciated that theroof side rail 102 can have a constant cross-sectional shape along itslength. The rear roof rail 104 can also have a closed cross-section andbe formed of interconnected substantially U-shaped outer and inner panelmembers 116, 118 to define a substantially rectangular cross-section.

An upper structural pillar (e.g. upper B-pillar) 120 of the exemplaryvehicle frame assembly 100 is defined by the first upper structural node110, an upper outer member 122, an upper inner member 124 spacedlaterally from the upper outer member 124, and a second lower structuralnode 126. The upper outer member 122 is a substantially verticalstructural member and includes a first end portion 130 connected to thefirst structural node 110 and a second end portion 132 connected to thesecond lower structural node 126. The upper inner member 124 is alaterally canted or angled structural member (angled laterally inwardlyrelative to the upper outer member 122) and includes a first end portion136 connected to the first structural node 110 and a second end portion138 connected to a cross rail 140 of a laterally extending rear cabinpanel 142. It should be appreciated that the upper inner member 124differs from a typical vehicle construction in that its location on thevehicle frame assembly 100 is typically a blind spot due to stylingallowing the upper inner member 124 to at least partially support a rearglass (not shown). Further, the upper inner member 124 is configured totriangulate the upper structural pillar 120 which, in turn, increasesthe strength and rigidity of the upper structural pillar 120. Accordingto one aspect, each of the upper outer member 122 and upper inner member124 can be a single (i.e., unitary, one-piece) integrated componenthaving a closed cross-section which can have a constant cross-sectionalshape along its length. As depicted in FIGS. 1 and 2, each of the upperouter member 122 and upper inner member 124 can have a substantiallyrectangular cross-section; although, this is not required andalternative cross-sectional shapes are contemplated. An inner gusset 148is provided at the connection between the first end portion 130 of theupper outer member 122 and the first structural node 110 tosubstantially reinforce this part of the upper structural pillar 120. Alower structural pillar 150 (e.g., lower B-pillar) is connected to thesecond structural node 126 and the rear cabin panel 142.

The vehicle frame assembly 100 further includes a rear quarter upperrail 160 and a rear quarter lower rail 162. As shown, the rear quarterupper rail 160 is a downwardly canted or angled structural member(angled downwardly relative to the upper outer member 122) and has afirst end portion 166 connected to the first structural node 110 and asecond end portion 168. The rear quarter lower rail 162 is alongitudinally extending structural member and has a first end portion170 connected to the second structural node 126 and a second end portion172. According to one aspect, a gusset 176 can interconnect therespective second end portions 168, 172 of the rear quarter upper rail160 and rear quarter lower rail 162. Again, each of the rear quarterupper rail 160 and rear quarter lower rail 162 can be a single (i.e.,unitary, one-piece) integrated component having a closed cross-sectionwhich can have a constant cross-sectional shape along its length. Asdepicted in FIGS. 1 and 2, each of the rear quarter upper rail 160 andrear quarter lower rail 162 can have a substantially rectangularcross-section; although, this is not required and alternativecross-sectional shapes are contemplated.

During the fabrication of the exemplary vehicle frame assembly 100, itis necessary to connect end portions of the above described structuralcomponents to each other. Also, due to cosmetic, assembly, and vehicleoperational considerations (for example, the structures of thestructural components to be connected, the locations of these structuralcomponents on the vehicle frame assembly, and the stresses under whichthe connections will operate during vehicle use), it may not be feasibleto form a direct connection between the structural components. As usedherein, the term “structural node” is defined as a separate element ofthe vehicle frame assembly 100 at which and by which two or more of thestructural frame components are connected.

As best shown in FIGS. 1 and 2, the first structural node 110 includes afirst interior sleeve 180 configured to receive and be fastened to apassenger compartment-side wall section 182 at the end portion 106 ofthe roof side rail 102. The end portion 108 of the rear roof rail 104(particularly an end portion of the outer panel member 116) is fitted atleast partially over and is secured to the first structural node 110. Asecond exterior facing sleeve 188 of the first structural node 110 isconfigured to receive and be fastened to a vehicle exterior-side wallsection 190 at the first end portion 130 of the upper outer member 122.A third downward sleeve 194 of the first structural node 110 isconfigured to receive and be fastened to the first end portion 136 ofthe inner outer member 124. And a fourth exterior facing sleeve 196(which is opposite the first sleeve 180) of the first structural node110 is configured to receive and be fastened to a vehicle exterior-sidewall section 198 at the first end portion 166 of the rear quarter upperrail 160. Further, the gusset 148 is configured to be fastened to apassenger compartment-side wall section 202 at the first end portion 130of the upper outer member 122 and the first sleeve 180. The second endportion 132 of the upper outer member 122 is secured in a cavity 206 ofthe second structural node 126. An end portion 208 of the cross rail 140of the rear cabin panel 142 is fitted at least partially over and issecured to the second structural node 126. And an exterior facing sleeve212 of the second structural node 126 is configured to receive and befastened to a vehicle exterior-side wall section 216 at the first endportion 170 of the rear quarter lower rail 162.

According to one aspect of the present disclosure, the structuralcomponent 102 is formed of a first material and each of the first andsecond structural nodes 110, 126 are formed of the first material or asecond material different than the first material. By way of example,the first material can be a steel or steel based alloy. The secondmaterial can be aluminum or aluminum based alloy, allowing the first andstructural second nodes 110, 126 to be cast in a single piece and finishmachined where necessary. However, the first and second structural nodes110, 126 may be formed using any suitable process or processes. Further,each of the structural component 104, 122, 124, 160, 162 can be formedof the first material or the second material, and in the presentembodiment are formed of the second material. By way of example, thestructural component 122, 124, 160, 162 can be an aluminum extrusion andthe structural component 104 can be an aluminum stamping. To preventgalvanic corrosion between the differing metals of the first and secondmaterials, it should be appreciated that an electrically nonconductivematerial (e.g., an electrically nonconductive adhesive) (not shown) canbe provided between the structural member 102 and the first structuralnode 110. Further, because the interface between the structural framecomponents and each of the first and second structural nodes is exposedto the wet environment, a sealing material (not shown) can be providedat the interface to prevent water leaks into the cabin of the vehicle.It should be appreciated that the electrically nonconductive adhesivefurther joins the dissimilar metals of the first and second materialsand can also function as the sealing material. It should also beappreciated the first and second materials can other metals or metalalloys, reinforced polymeric/plastic materials and/or compositematerials.

As depicted, the inner gusset 148 can be shaped to substantially conformto respective outer surfaces of the first structural node 110 and theupper outer member 122 to substantially reinforce or laminate this partof the upper structural pillar 120. According to one aspect, the gusset148 can be formed of a steel or steel based alloy. And as indicatedabove the roof side rail 102 can also be formed of a steel or steelbased alloy and each of the upper outer member 122 and the firststructural node 110 can be formed of an aluminum or aluminum basedalloy. With this arrangement, the gusset 148 together with the firstsleeve 180 of the first structural node 110 and the roof side rail 102can define a steel/aluminum/steel laminated structural component of theupper structural pillar 120. And the gusset 148 together with each ofthe first structural node 110 and the upper outer member 122 can definesteel/aluminum laminated structural components of the upper structuralpillar 120. However, the gusset 148 is not limited to a steelcomposition and can be formed from other materials including, but notlimited to, other metals or metal alloys such as aluminum, polymericmaterials, composites, and laminates. The polymeric materials andcomposites may include one or more reinforcements including, but notlimited to, carbon fibers. The carbon fibers may be provided in anylength and in any orientation. In an illustrative example the gusset 148comprises a fiber reinforced epoxy.

From FIGS. 1 and 2, the exemplary vehicle frame assembly 100 centersaround the first and second structural nodes 110, 126 to connect all ofthe surrounding structural frame components 102, 104, 122, 124, 160, 162including the rear cabin panel 142. By applying the first structuralnode 110 at the upper structural pillar (e.g. upper B-pillar) 120 thesurrounding structural frame components 102, 104, 122, 124, 160 can beefficiently connected which allows for the transferring of loads. Moreparticularly, FIG. 3 depicts a vertical roof crush load applied to theroof side rail 102. The vertical roof crush load is transferred throughthe roof side rail 102 and into the first structural node 110. To managethe roof crush load from the first structural node 110, two differingload distribution triangles or triangular paths T1 and T2 are defined bythe exemplary vehicle frame assembly 100 to stabilize the upperstructural pillar 120 (e.g., upper B-pillar). The substantiallyvertically and laterally oriented first load distribution triangle T1 isdefined by the first and second structural nodes 110, 126 together withthe upper outer member 122 and the upper inner member 124 (and dependingon the arrangement of the upper outer and inner members 122, 124 thetriangle T1 is an acute triangle with the converging first end portions130, 136 defining one of the vertices). According to one aspect, thefirst load distribution triangle T1 can be further defined by the rearcabin panel 142. The substantially vertically and longitudinally secondload distribution triangle T2 is defined by the first and secondstructural nodes 110, 126 together with the upper outer member 122, therear quarter upper rail 160 and rear quarter lower rail 162 (anddepending on the arrangement of the upper outer member 122 and the rearquarter lower rail 162 the triangle T2 is one of a right or obtusetriangle with the converging first end portions 130, 166 defining one ofthe vertices). The first load distribution triangle T1 is configured asthe main load path sending the vertical roof crush load down througheach of the upper outer member 122 and the upper inner member 124. Thesecond structural node 126 and the rear cabin panel 142 stabilize therespective second end portions 132, 138 of the upper outer member 122and the upper inner member 124 from the roof crush load. The second loaddistribution triangle T2 is configured to distribute the vertical roofload to the rear quarter upper and lower rails 160, 162 (i.e., to a rearpart of the vehicle frame assembly 100). Therefore, because the firstand second load distribution triangles T1, T2 absorb a majority of theroof load, minimal roof load is transferred laterally through the rearroof rail 104.

With reference to FIG. 4, for vehicle body rigidity, an upper cabin ring(shown by the dashed lines) is created by the first structural node 110,the rear roof rail 104, the upper outer member 122, the secondstructural node 126, and rear cabin panel 142. This upper cabin ring isadapted to provide cross vehicle rigidity for the rear of the passengercabin. To account for any possible weakness at the corner connections ofthe upper cabin ring, the upper inner member 124 triangulates upper andlower corner connection (see the shaded first load distribution triangleT1 of FIG. 4) increasing the stiffness of the corner connections, thusincreasing the overall stiffness of the upper cabin ring. Further, thefirst load distribution triangle T1 is confined within the upper cabinring (thereby increasing stiffness of the upper cabin ring), and theupper inner member 124 gussets the first structural node 110 forcross/lateral vehicle movement, thereby increasing the stiffness of thevehicle frame assembly 100.

With reference to FIG. 5, the roof side rail 102 is substantiallyaligned with the rear quarter upper rail 160, and this arrangementallows for the roof side rail 102, the first structural node 110, andthe rear quarter upper rail 160 to define a substantially continuousmain upper side rail structure (shown by the dashed line) which extendsalong a majority length of the vehicle frame assembly 100. This mainupper side rail structure is configured to move in the verticaldirections for frame rigidity and defines a side upper load path. Theupper outer member 122 and the upper inner member 124 are configured tosupport the connection between the roof side rail 102, first structuralnode 110 and the rear quarter upper rail 160. By supporting theconnection, vertical movement of the first structural pillar 110 isprevented and vertical loads are distributed through both the upperouter member 122 and the upper inner member 124. Again, as depicted inFIG. 3, this vertical load is transferred into the triangular bodystructures (i.e., the first load distribution triangle T1 and the secondload distribution triangle T2) increasing frame rigidity.

A rear damper load applied near or at the respective second end portions168, 172 of the rear quarter upper rail 160 and rear quarter lower rail162 is shown in FIG. 6. This rear damper load is a multi-axial load thatis transferred into the vehicle frame assembly 100, but the most severeloading direction is vertical. The rear damper load is transferred intothe second load distribution triangle T2 including the first and secondstructural nodes 110, 126. The first load distribution triangle T1 isconfigured to prevent the rear quarter upper rail 160 and rear quarterlower rail 162 from moving in a lateral direction. And the upper outermember 122 and the upper inner member 124 provide stiffness and absorbthe vertical load transferred into the first and second structural nodes110, 126.

It will be appreciated that the above-disclosed and other features andfunctions, or alternatives or varieties thereof, may be desirablycombined into many other different systems or applications. Also thatvarious presently unforeseen or unanticipated alternatives,modifications, variations or improvements therein may be subsequentlymade by those skilled in the art which are also intended to beencompassed by the following claims.

The invention claimed is:
 1. A vehicle frame assembly comprising: astructural pillar defined by a first structural node, a secondstructural node, an upper outer member and an upper inner member spacedlaterally from the upper outer member, the upper outer member extendingsubstantially vertically between the first and second structural nodesand having first and second end portions connected to the respectivefirst and second structural nodes, the upper inner member being angledlaterally inwardly relative to the upper outer member and having a firstend portion connected to the first structural node; and wherein thefirst and second structural nodes together with the upper outer andinner members define a first triangular load distribution path for thevehicle frame assembly which is adapted to distribute a roof crush loadfrom the first structural node to the upper outer and inner members. 2.The vehicle frame assembly of claim 1, further comprising a laterallyextending rear roof rail having an end portion connected to the firststructural node, and a laterally extending rear cabin panel connected tothe second structural node, the upper inner member having a second endportion connected to the rear cabin panel, the second structural pillarand the rear cabin panel configured to stabilize the upper outer andinner members from the roof crush load.
 3. The vehicle assembly of claim2, wherein an upper cabin ring is at least partially defined by the rearroof rail, the first structural node, the upper outer member, the secondstructural node and the rear cabin panel, the upper cabin ringconfigured to provide lateral rigidity to the vehicle frame assembly,the first triangular load distribution path being confined within theupper cabin ring and adapted to increase stiffness of the upper cabinring.
 4. The vehicle frame assembly of claim 3, wherein the upper innermember gussets the first structural node to prevent lateral movement ofthe vehicle frame assembly.
 5. The vehicle frame assembly of claim 1,further including: a longitudinally extending rear quarter upper railand a longitudinally extending rear quarter lower rail, the rear quarterupper rail being angled downwardly relative to the upper outer membertoward the rear quarter lower rail and having a first end portionconnected the first structural node and a second end portion, the rearquarter lower rail having a first end portion connected to the secondstructural node and a second end portion connected to the second endportion of the rear quarter upper rail, wherein the first and secondstructural nodes together with the upper outer member and the rearquarter upper and lower rails define a second triangular loaddistribution path for the vehicle frame assembly which is adapted todistribute the roof crush load from the first structural node to therear quarter upper and lower rails.
 6. The vehicle frame assembly ofclaim 5, further including a longitudinally extending roof side railhaving an end portion connected to the first structural node, the roofside rail being substantially aligned with the rear quarter upper rail,and together with the rear quarter upper rail defines a substantiallycontinuous main upper side rail structure.
 7. The vehicle frame assemblyof claim 6, wherein the upper outer member and the upper inner memberare configured to support the connection between each of the roof siderail and the rear quarter upper rail with the first structural node. 8.The vehicle frame assembly of claim 5, wherein the second triangularload distribution path is adapted to distribute a rear damper loadapplied at the respective second end portions rear quarter upper andlower rails through the rear quarter upper and lower rails and into thefirst and second structural nodes.
 9. The vehicle frame assembly ofclaim 8, wherein the first triangular load distribution path is adaptedto at least partially absorb the rear damper load thereby preventinglateral movement of the rear quarter upper and lower rails.
 10. Thevehicle frame assembly of claim 5, wherein the first triangular loaddistribution path is substantially vertically and laterally oriented,and the second triangular load path is substantially vertically andlongitudinally oriented.